Peters



(No Model.) 8 Sheets--Sheet 1.

. E. M. CHASE.

PNEUMATIC RAILWAY SIGNAL. 110,275,019. X Patented Apr.3, 1883.

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PNEUMATIG RAILWAY SIGNAL.

Patented Apr.3, 1883.

fiwarzmn Edward (Zia-$072 C/zasa (No Model.)

8 Sheets-Sheet 3. E. M. CHASE.

PNEUMATIC RAILWAY SIGNAL.

No. 275,019. Patented Apr. 3, 1883.

(No Model.)

8Sheets- -Sheet 4. ELM. CHASE.

PNEUMATIG RAILWAY SIGNAL. No. 275,019. Patented Apr'.3,1883.

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8 Sheets-Sheet 5. 'E. M. CHASE. PNEUMATIC RAILWAY SIGNAL.

Patented Apr. 3, 1883.

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8 -Sheets-Sheet 6.

(No Model.)

B. M. CHASE.

PNEUMATIC RAILWAY SIGNAL.

Patented Apr.3,1883-.

flu/anion Edward Jfasorz 67mm.

Witnesses.

8 Sheets-Sheet 7. E... M. CHASE.

PNEUMATIC RAILWAY SIGNAL.

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Patented Ap;*.3,1883'.

E. M. CHASE.

PNEUMATIG RAILWAY SIGNAL.

(No Model.)

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UNITED STATES PATENT 'FFrcE.

EDWARD MASON CHASE, OF BOSTON, MASSACHUSETTS, ASSIGXOR TO ELLIS L. MOTTE, OF SAME PLACE, AND HOBATIO N. CLOVER, OF MILTON, MASSA- CHUSETTS, TRUSTEES.

PNEUMATIC RAILWAY-SIGNAL.

SPECIFICATION forming part of Letters Patent No 275,019, dated April 3, 1883.

. Application filed March 27, 1882. (X model.)

To all whom it may concern Beit known that I, EDWARD MASON CHASE, ac'itiz'en of the United States, residing at Boston, in the county of Suffolk and State of Massachusetts, have invented certain new and useful- Improvements in Pneumatic Railway-Sigrials; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to letters or figures of reference marked thereon, which form a part of this specification.

This invention relates to a class of automatic railway-signals in which the weight ofa locomotive, acting upon a lever pivoted alongside the'track, operates a pair of bellows to drive a column of air through a tube, such column a of air, by suitable mechanism, being adapted to operate a visual signal and put in motion an audible alarm to announce the approach of a train considerably in advance of its arrival at a station or highway-crossing, the object of the device being to give warning to highway travelers or passengers at a station of the approach of a train, as well as to indicate to the engineer of the approaching train that the block of track in front of him is open, there- 0 by preventing one train from collision with the one preceding it, the operative parts being so arranged that the signal is first set to danger point, and thus remains until the train, in its passage past the terminus of the 5 block, acts upon a second pair of bellows to drive a column of air through a tube, and returns the signal to the safety point, while the alarm mechanism, which is put in motion by the action of the locomotive upon the pri- 0 mary bellows in entering upon the block, continues to sound until the locomotive reaches and acts upon a second lever pivoted beside the track and connected with the alarm and adapted to arrest the sounding of the latter.

5 Moreover, a swinging sign is suspended over the highway-crossing, and is connected with the primary bellows in such manner as to be 5L lowered into view upon arrival of a train at said bellows and aid the alarm in arresting the'attention 0t highway-travelers.

My improvements consist in details of construction of the alarm mechanism,whereby its comparatively delicate structure is protected from the efl'ect-s. of the violent shocks and thrusts due to the sudden lifting of the lever by the impact of the wheels of the locomotive or cars, this feature of my improvement being accom plished by transmitting the lifting-power of the lever simply to raise the pallet which impels the winding-ratchetof thealarm mechanism preparatory to the pallet engaging the ratchet, the active motion of the pellet in advancing the ratchet being effected by a spring acting upon the tail of thelever to depress the latter, should its own gravity not be suflicient.

My improvements further consist in details of construction whereby-the primary bellows are protected from the shocks and thrusts of the passage of the wheels of the locomotive and cars over the primary lever,-the same consisting in a lever composed of two arms united by a fulcrum consisting of a long rod, and in removing the hearing which constitutes the initial point of action of the lever to a point sufficiently remote from the track to be uninfluenced'by the passage of a train.

My improvements further consist in mechanical details for putting in motion and arresting the movement of the alarm mechanism, for lowering and hoisting thc sign-board, for operating the primary bellows and holding the main actuating-lever from the plane of movement of the wheels while such bellows are being exhausted of air, and for insuring the certain release ot'said bellows and lever.

The drawings accompanying this specification represent, in Figure 1,a diagram of a portion of a railway-track and myapparatus connected therewith, this view being to show the general position or arrangement of parts, and not the entire details of construction. Fig. 2 in' said drawings is a perspective elevation of the primary bellows and visual signal and the mechanism immediately connected therewith. Fig. 3 is a side elevation of the alarm mechanism. Fig. 4 is a vertical section of the primary bellows, the signal, and their operative mechanism. Fig. 5 is an edge view of alarm mechanism; Fig. 6, section of'windingdrum of mechanism; Fig. 7, section of signboard. Fig. 8 is a plan of, the primarybellows and the expansive air cups or valvessecured thereto. Fig. 9 is a plan of the ratchet, trip-lever, and click connectedwith the primary bellows. Fig. 10 is a side view of bellows, ratchet, and pawl; Fig. 11, an end view of windingbarrel and stop-wheel of alarm mechanism. Fig.12 is a side view ofa portion of'the alarm mechanism. Fig.13 is an enlarged view of a portion of the sign-operatingmechanism. Fig. 14 is an end view of stop-wheel and its operative detent. Fig. 15 is a sectional view, in two parts, of the crossing when the crossing-signal is down. Fig. 16 represents an elevation of the devices shown in Fig. 13, with their frame and proximate devices, the view being at right angles to thelatter figure.

Upon referring to the above-named drawings, A will be seen to represent a railwaytrack, of which a a, are the rails, and b b b, &c., the ties, while B represents a highway crossing such railway-track. The primary bellows and their operating mechanism are contained within a'box or case, B, situated alongside and outside of the track A, and at a distance of half a mile (more or less) in front of the crossing B, in order to afford ample time for persons crossing the track to be notified of the approach of the train, as well as to set to the danger-point a signal which shall, until returned to its normal position, indicate to the next following train that the track is not clear.

Theframe or staging which supports the bellows and their immediate operative mechanism is shown at D, Figs. 2 and 4., as composed of metallic plates or hands suitably connected and braced, and within the upper part of this frame the bellows E are secured, the top plate, F, of such bellows being secured rigidly to the top of the frame, while the bottom and mova-- ble plate,F, is supported upon elliptic or other springs, G- G, which in turn support at their lower parts a horizontal frame or truck, H, hinged at its rear part to an arm, j, which is hinged to the rear part of the frame D, so as to be capable of free vertical play, these vertical movements of the truck H and the contraction of the springs being effected by a wiper-cam, I, secured to a horizontal rockshaft,-J, mounted in bearings in the frame D and situated below and parallel with the truck H, the periphery of such cam wiping against a roller, 0, pivoted to the under side of or within the center bar of such truck. 7

To the inner end of the shaft J, Isecure a vertical sectoral plate, K, Fig. 2, having upon one portion or half of its periphery a rack, L, of ratchet-teeth fff, &c., this sector K being secured at its bottom to the shaft.

To the sector K, I pivotthe rear, end of a horizontal arm, M, the front end ofthis'arm in turn being secured to the outer end of a horizontal rod, O,'which constitutes the fulcrum of said lever, said outer end of the rod 0 beingjournaled within a bearing, P, situated upon a firm foundation outside of and somewhat removed from the rail a of the track, while the opposite and inner end of such rod 0 is journaled within a second bearing, Q, disposed alongside the rail a, and is secured to one end of a short horizontal arm, R. This arm R constitutes the base and initial point of action of the lever N, and receives the'impact of the wheels of the locomotive. A pivoted bar or bars may be employed to receive the impact of the wheels of the locomotive and transmit to the arm? the motion thus imparted. Such bars are preferably inclined upward, so that the impact of the wheels will act upon them gradually, and not with sudden blows.

To retain the springs G G in their contracted state, after having been operated upon by a passing train, until they have spent their force in operating the bellows, and to uphold the the bellows, and in such position relative to a stud, V, projecting from the bottom of such bellows as to be intercepted by such stud as the bellows become fully exhausted of air, and thereby cast 011' or disengage the click from the teeth of the sector and permit the lever and the springs to return to their normal positions and the bellows to fill with air.

The click T is not secured rigidly to the lever partof the bar U, but is actuated by a lateral stud, 206, from such bar, the relative positions of the click and stud being such that the bellows are permitted to contract and to move the bar a considerable distance before the click is cast off. As the lower plate of the bellows, in its ascent, disengages the click from the sector, it resultsthat the relative positions of the arm U and the bellows with respect to the click and sector must be preserved, in order that the extent to which the click is thrown from the axis of the sector may be proportional to the extent of thro\v ot' such arm by the rise of the bellows-bottom. It' the periphery of the sector were concentric with its axis and the arm U were adjusted to disengage the click as the bellows reached their extreme point of contraction, the click would not be disengaged if the bellows failed to reach this point. Hence, in order that the click may bethrown the same relative distance with respect to the teeth of the sector, no matter what the extent of movement ofits actuating-arm may be, I form the sector with an eccentric periphery, the degree of this eccentricity being such that as the-throw of the mechanism.

arm increases in extent with the increased throw of the sector, and consequent increased rise of the bellows, the click shall recede from the axis of the sector, while the less the throw of the arm and of the click the nearer the latter approaches the axis of the sector to compensate for the difference, and therefore has a less distance to travel with respect to the periphery of the sector. Consequently the click is always released from engagement with the teeth .of the sector, regardless of the extent of throw of its arm at the hands of the bellows. This is an important feature in my improvements, as heretofore a very serious objection has been found to exist in the fact that the cast-off mechanism frequently fails to release the lever and allow the refilling of the bellows, owing to variations in extent of throw of the lever bythe locomotive. Another selious objection has been met in the fact that the initial point of action ofthe lever-that is, its fulcrumis subjected to violent pulsations and shakings from the action of the locomotive and train upon the tie upon which the hearing of the fulcrum is supported, which results in impairing the efficiency of the cast-oh" By the employment of a lever consisting of two arms united by a rod, as

stated, and removing the bearing of the arm which constitutes the tail of the lever from the immediate influence of the wheels, I protect the cast-otf mechanism from the effects of the pulsations of the lever and insure the release of the lever and refilling of the bellows with unfailing certainty.

The signal employed to notify the engineer of an approaching train ofthe condition ot'the bloclgofitrack in front of him is shown in the present instance as a thin circular disk, W, of any desired material, secured lo the upper end of a vertical rock-shaft, X, which is supported in bearings g g in the front. part of the frame D, and adapted to rotate in such hearings to the extent of ninety degrees of a circle, in order, when in one extreme position, to present its face broadly to the track, to be plainly visible tothe engineer and announce that the track is occupied, and when in the other extreme to present its edge to the engineer and be practically,-;invisible, thereby notifying the engineer that the track is open. 7

Toallow the bellows to automatically operate the signal YV, l secure to the top ofsuch bellows an intercoinmunicating air box or reservoir, X, upon which I erect a cup, Y, the top of which is closed by aloose elastic diaphragm, Z, and the interior of which communicates with the interior of the said box X by a pipe or passage, t; and in order that the time occupied in exhausting the bellows of air may be controlled to uphold the lever until the eu-. tire train may have passed, I provide the cup Y with an outlet or exhaust pipe, j, and place in this pipe a cock, it. Moreover, I secure to the top of the diaphragm Z, by an intermediary disk or head, I, the lower end of an upright post, m, the upper end of such post being guided in a bearing in a horizontal crossbeam, a, secured to the upper part of a frame, 0, erected upon the top plate of the bellows or the upper part of the staging D, the post at carrying an upright latch-plate, p, pivoted at its lower end to the side of the. post, and inclined from theperpemlicular to such an extent as to drop by its own gravity toward the center of the bellows, this lateral play of the latchplate being determined by a slot, q, formed in it, through which a screw, r, passes and screws into the post. The upper end of the gravitylatch p extends beneath the outerand free end of a horizontal gravity trip-lever, s, which is;

pivoted at its opposite end or base to a rockshaft, t, supported in bearingsiuthe opposite sideof the frame 0, while to one end of this rock-shalt t is secured the lower end of an upright staff, u, the upper end of said stalf, in turg, being pivoted toone end of a horizontal pitman, 'v, WIIOSe opposite extremity is pivoted to the wrist-pin ofa crank, 10, the base of which is secured to the rock-shaft X, before alluded to as carrying the signal W. Furthermore, a two-armed trip-lever, w, composed of a vertical arm, y, and horizontal gravityarm 2 is secured at its base to a horizontal rock-shaft, b, mounted in hearings in the upper part of the frame 0, upon the side ,of the latter opposite the shaft 15, the upper end of the arm y having a horizontal step, c, which operates with astud, d, extending longitudinally from one side of the lever 8, this stud,when such lever s is thlown to its highestposition in the act of turning the signal to the danger -point, rests upbn said step and is upheld thereby.

llhe nose 6 of the arm 2 extends above and operates with the upper end of a second gravity-latch plate,f, pivoted at its lower end to one side ofa second vertical post, g, such post, at,its upper end, being guided in a bearing in one end of the beam n, b fore named, and at its lowerend secured by a disk or head, It, to an elastic diaphragm, t, which is secured to and covers the mouth of asecond cup, j, erected upon and connecting with the interior of an air-box,-B, which in its turn is secured to; the top plate of the bellows, and communicat-ing by a pipe, 75', (see Figs. 1, 2, and 4,) with a supplementary bellows, A, situated beside the track at the distance of one-third of a mile (more or less) beyond the crossing B, these bellows A being operated by a lever, N, actuated by the wheels of the locomotive, as with the primary bellows, and the space intervening between these said supplementary bellows A and the primary bellows constituting a block, so called, of the track, within which two locomotives or trains are not allowed at the same time, the purpose of the signal being, as before stated, to indicate to the engineer of an approaching train whether or not this block of track is open to him.

The intermediary airreceiveror box, X, communicates by a pipe, Z, with an air-conduit, m, leading to the alarm mechanism, to be hereinafter described, and I prefer that this airconduit shall be a lead pipe in order to guard the track between the primary and suppleagainst corrosion.

As a train approaches the primary bellows in the direction of the arrows in Fig. l of the drawings, and the wheels of the locomotive arrive at and depress the arm It of the rockshaft 0, the long arm or tail M of such shaft rises and partially rotates the sectoral ratchet L thereby, and by means of the wiper-cam I compressing the springs G by the sudden resistance of the air in the bellows, and simultaneously therewith allowing the click T to fall into and engage the rack of teeth upon the ratchet, by this means preserving the stress of the springs, and enabling the latter to compress the primary bellows E and expel the airin such bellows into the receiver X, from which the air is distributed, a portion of it doing duty to operate the alarm by way of the pipes 1- m, while the remainder enters the cup Y, distends its diaphragm Z, and raises the post m, and with it thelatch p, it being understood that the signal W stands normally parallel with the trackthat is, at the safety posi-- tion-while the gravity-lever s is free from the restraint of the arm 3 and remains at its lowest position by its own gravity. The post m and latch 19 continue their ascent, as stated, until the upper end or nose of such latch intercepts and lifts the free end of the lever s. The stud d on said lever pushes aside the arm 3 until the said stud rises above the step c of such arm, when the gravity of the arm a causes such step to drop below the stud and uphold the levers, the ascent of this lever, as stated, having the effect of rocking the shaftt and turning the signal from its normal or safety position parallel with the track to a position broadside to such track--the dauger position-while, finally, as the bellows become collapsed by the complete action of the springs, the bottom plate of such bellows, through theagency of the stud V, lifts the bar U, and thereby disengages the click T from the latchet L and allows the arm M to drop to its normal position, the springs, with the fall of the arm and the drop of the frame II, also dropping and permitting the bellows to expand and fill with air, while simultaneously with the expansion ol' the bellows and relaxation of the i springsthe airescapes from the receiver Xand permits the post an and latch p to settle back to place. The train proceeds on its way until it reaches the supplementary bellows A atthe end of the block, when it operates such bellows to drive a current of air through the pipe is and a pipe, k connecting with such bellows, aim the box B, into the cup j, thereby raising the post g and its latchf, and by means of such latch lifting the gravity lever or arm 2 pushing the arm 3 from under the stud d, and permitting the lever s to drop by its own gravity.

and rock the shaft t in an opposite direction and restore the signal W to its normal or safety position, parallel with the track. It

' will be seen that during such time as the train may, from extraordinary causes, remain upon mentary bellows, the signal will stand at the danger point and constitute a warning to another approaching train from the same direction that the track is not clear. To insure the certain and prompt expansion of the bellows with the fall of the lever, I add to the under side of the truck H and in front of the nose of the wiper-cam I a pendent curved plate, 1, against the lower end of which the nose of the cam I wipes as the said lever is released by the cast-off mechanism, thereby forcibly lowering the movable plate or bottom of the bellows to its lowest position. The weight ofthe lever and truck H aids in expanding the bellows.

Having thus described the mechanism for operating the signal, will now describe that for sounding an alarm to notify travelers on the highway of the approach of a train. This mechanism is supported upon an open-barred frame or staging, O, to be protected and covered by a suitable house, and supported in the present instance upon one of the standards that carry the adjustable sign board, to be hereinafter described, though in practice an independent column or post will be employed.

The alarm is a gong, D, secured to the extreme upper part of the staging O, and receiving repetitive blows from ahammer, E, in the form ofa straight bar, supported and playing in bearings in a in the said staging, and impelled toward the gong by a coiled spring, 0, which envelops it, and operates between the bearing a and a spur, p, extending laterally from said hammer, the intermittent blows of the hammer being imparted by a series of detents, q q, 850., projecting laterally from a rotary disk or hub, r, secured to the inner end of a horizontal shaft, 8, mounted in .bearings in the upper front part of the staging C. To rotate the shaft 8, I add to it a pinion, t, which engages with and is driven by a spurgear, a, the hub v of which is secured to a horizontal shaft, to, mounted in hearings in the frame 0, below the shaft 8, the shaft to, in its turn, being rotated by the stress of a plate-spring, w, coiled about it, and contained within a barrel, '1 supported loosely about the shaft w, this barrel being rotated to'win'd up the spring by a pallet, z", pivoted at its upper end to the free end of an arm or carrier, a the base of which loosely iucloses the shaft w. The pallet z operates witha ratchet, 0", formed upon the periphery of the barrel y, and is itself operated by a vertical rod, 01 the upper end of which is pivoted to the free end of the carrier a while the lower end of such rod is pivoted to the free end of a horizontal arm, 0 of a two-armed lever, D, the base ofwhich is secured to one end of a horizontal rod,f supported in a bearing upon the ground, such rod, at its opposite end, being secured to the base of ashorte r arm, 9 and mounted in a. bearing secured to the track, immediately alongside the rail or, in such a position that thewheels of a locomotive shall strike the arm g ,lift the arm e and rod d swin the carrier c u on its ivot eatin with the air-conduit m of the )rimarv 1 p p 1 a thereby lifting the pallet z, the arm e being lowered to its lowest position by the action of a spring, 7L secured at oneend to a chair, t erected upon the ground, and with its free end hearing upon the arm 0 I do not restrict myself to any arbitrary device for efi'ectin g the compulsory descent of the arm 0 in lieu of the plate-spring k as shown,

as a spiral or rubber spring may be employed;

or the lever may be lowered by the action of a cord or chain securedat one end to the lever and at the other to a weight, and passing about suitable pulleys. As the pallet rises it slips over the ratchet c and as it descends it takes hold of such ratchet and advances the barrel y and winds up the spring 00. It will be seen that the initial effort of the lever e operates merely to lift the pallet in readiness to act upon the ratchet c and that the move ment of such pallet which actuates the barrel is imparted by the stress of the spring Its. My object in this is to protect the alarm mechanism from the shocks and thrusts incident to the impact of the wheels of the locomotive and train upon the lever, as by my method the shocks and thrusts spend themselves in lifting the pallet, and not upon the winding mechanism, when the pallet is engaging the barrel. The action of the springin winding the barrel is mild and uniform, and exerts no injurious action upon the barrel and clock-train. By uniting the arms or levers g e by means of the rod f which removes the arm 6 from the initial point of action ot'the wheels ofthe train, I gain important results. First, the thrusts and blows exerted upon the arm 9 by a passing train tend to disturb to a greater or less extent the foundation or support of the outer end of the rod f. If the arm g acted directly upon the alarm mechanism, these changes in the height of the said bearing or foundation would injuriously afl'ect the alarm mechanism. Secondly, the violent shocks upon the arm 9 if transmitted directly to the sensitive alarm mechanism, would tend to injure the latter. By separating the arms 9 and c with the rod f as explained, I avoid the objections above named.

The pinion-shaft s is combined with an ordinary fly or fan-regulator,j ,which is secured to a shaft, k disposed above the said pinionshaft, after the manner of clock-movements, and such shaft k is driven by a pinion, l fixed to it, and meshing with a spur-gear, m secured to the shaft k With the passage of each wheel upon one side of a locomotive and the cars of a train over the arm g the pallet z is raised and lowered, and effects a step-by-step movement of the barrel 3 to store up power to sound the alarm for the next succeeding locomotive to put in operation; and in order that the latter locomotive shall, upon entering the blockof the track, automatically put the alarm in operation, I employ an air receiver or cup, Z erected upon a bracket, m secured to thefront part'of the staging O, and communibellows before named bya stand pipe or tube, niwhich has two branches,0 p one of whichviz., o extends to the cup I and the other to the sign-operating mechanism, to be hereinafter described.

The cup l is closed by an elastic diaphragm, (1 (see Figs. 3 and 5,) to the top of which is secured in a proper manner the lower end of a vertical post, 1", which at its upper end is guided in hearings in a strut, 8 from the top of the staging O,such post carrying upon one side a gravity-latch, t pivoted at bottom to such post, and inclined from the perpendicular toward a two-armed gravity-lever, w giwhich is pivoted to a transverse horizontal rockshaft, a, mounted in hearings in the staging, in rear of the barrel y, the lower and preponderating arm, 10 of such lever operating by its front end or nose, at, with the upper end of the latch t Moreover, the arm n has a lateral spur, 3 which operates with a step, 2 (see Fig. 12,) formed upon the upper end of an upright arm, a that constitutes the lesser arm of a two armed lever, b pivoted at'its base to a rock-shaft, 0 mounted in hearings in brackets d at, extending forward from the staging C, in front of the barrel, the preponderating horizontal arm 6 of the lever'b extending rearward over the barrel-shaft and alongside thelatter, and with its tailf standing over the free end of the pallet-carrier a so as to be intercepted by the upper end of the rod (1 or a spur'or lip, a upon the latter, when it (the rod) is raised by the passage of a locomotive over the two-armed lever B. Furthermore, to arrest the alarm mechanism as the rod d rises, secure to the rear rock-shaft, t the lower end of an upright curved staff or born, 9", the upper and free end of which has a lateral stop-pin, 7L3, adapted to take at certain times into a notch, i in the periphery of the pinion-shaft s, or a hub or collar,j secured to such shat't, (see Fig. 11,) the stop-pin h being restrained from dropping into the notch t of the shaft by the step e of the arm a upholding the arm 10.

g in the drawings represents an upright curved horn or stafi, secured also to the rockshaft v and adapted, when tilted forward by the lowering of the born 9 to extend beneath the fan 3' and in so doing arrest the rotations of such fan and estopthe alarm mechanism. I The arrangement of the cup Z ,postr latch t and gravity levers or arms Q02 (1 e are similar to the cup Y, post m, latch q, and levers s, y,'and 2, before described as operating the signal W, and operating as follows: As the primary bellowsare actuated in manner as before described the air is driven through the pipes m n and branch 0 into the cup l distends the diaphragm g of the latter, and raises the post 1' and latch t and the latter, acting upon the nose of the lever 'w ,'lifts the latter and allows the arm a by the gravity of the arm 0 to tilt forward and insert its step e beneath the stud 3 of the lever or arm w and uphold the said arm wflwhile the lifting ofthis arm to I spring, h", the base of which is secured to the rocks the shaft 01 and tilts the staffs or horns g rearward, thus removing the stop-pin 71/ Fig.11,from engagement with the pinion-shaft s and the horn g from beneath the fan j and permits the latter and the disk r to be rotated by the power of the mainspring, thereby putting the hammer E in motion and striking repetitive blows upon the gong D, the latch t postr and diaphragm g subsequently settlin g back to the normal positions, leaving the alarm mechanism in action. The ringing ofthe alarm continues until the locomotive reaches and lowers the arm 9 of the lever D and raises the arm t of such lever, thereby lifting the rod (1 and with it the pallet-carrier a and pallet z, in readiness to act upon the ratchet 0 when the said rod is lowered, while at the same time the spur a of the rod d as the latter reaches its highest point, intercepts'and lifts the free end f of the arm 6 and thereby rocks the shaft 0 tilts the arm a forward, and in so doing removes the step a of the latter from beneath the free end of the arm 20 thereby allowing the latter to drop by its gravity-arm, and in so doing permit the stop-pin 71 to rest upon the periphery of the collar 9' until the notch i in the latter arrives opposite such stop-pin, when the latter drops into this notch and allows the weight of the latch or lever 10 to rock the shaft 112 and tilt the horn g forward beneath the fan thereby arresting the clock-movement and the blows of the hammer upon the gong. The stop-pin 71 does not directly arrest the alarm mechanism by falling into the notch 1?. Its purpose is, in combination with such notch, to tilt the horn g forward and arrest, by means of the fan j pinion m, gear Z and shaft 8', the detent at such a point relative to the teeth of the sector It as to leave thelatter free to return to its normal or inactive position. As the locomotive and train continue their way each wheel in succession upon one side of the track raises the rod 61 pallet-carrier a and its pallet 2, as before stated,while the spring 7112, or its equivalent, as often returns the rod 01 to its lowestthat is, its normal-position, thereby winding up the alarm mechanism a certain degree. When the alarm mechanism is entirely wound up and the rod (1 is upheld by the meeting of the convex tooth n of the wheel t andspur 10 the pulsations of the rod by the action of passing wheels over its actuating-lever would tend to lift the latch e" and hold back the arm a from supporting the end of the latch to, thereby permanently estopping sounding of the alarm after the pinion-shaft had completed one the drop of the latch 6 revolution. To avoidthis I employ the slotand-pin connection between the rod and the pallet-carrier a the slotf permitting the rod to drop back a distance suflicient to allow of To prevent the 'pulsations ofthe rod d under theconditions above stated, from throwing the pawl-carrier and pawl by the momentum ofthe two to a point'beyond that intended for them to reach, I employ a pawl-carrier a while its free end extends heneath the spur a of said rod and prevents back lash or play between the rod and pawlcarrier.

Should the locomotive, after passing the primary bellows and putting the alarm in motion. as stated, come to a stop before reaching and operating the lever D, the alarm would continue to sound until the locomotive, continuing its way, reached the alarm or the mainspring had run down. To confine the sounding of the alarm within reasonable bounds by arresting the same automatically, should the locomotive fail to do so under the conditions stated, I employ a sectoral plate, the hub l of which is mounted upon a horizontal stud, a projecting laterally from one side of the staging 0, between the latter and the barrel y, the perimeter of this sector being connected into a rack, 0 of gear-teeth, which operate with a twoarmed pawhp, (see Figs. 2 and 12,) pivoted at its base to the staging, above the stud a the lower arm, (1, of this pawl engaging the said rack 0 while its upper arm,p extends over and engages, under certain conditions, a stud, 8 extending laterally from a gravitylateh, t pivoted at its upper end to the staging, above the pawl p and with its rear or tail end, ufldisposed above and operating with an arm or spur, t projecting radially from the rock-shaft 12 before named, the parts being so arranged that when the arm or lever 20 is dropped to its lowest point below the step of the arm a the latch t and pawl p are in their highest position, and the spur v lifts the latch t and pawl 11 and removes the latter from engagement with the sector Te and the latter settles back to its normal position by the action of a coiled spring, w", one end of which is secured to its hub and the other to the stud supporting the sector. The sector is advanced intermittently, as the sounding of the alarm begins, by the action of a detent, .22 secured to the pinion-shaft s and taking into the teeth of the sector; and such sector is provided at its lower point with a wiper stud or pin, 3 projecting laterally from it, and adapted to intercept and lift the arm a when the sector reaches the extreme of its active movement.

Should the locomotive remain sufficiently long upon the track before operating the lever D togive the stud y of the sector 70 time to reach and lift' the arm a", the lifting of such arm 6 by such stud rocks the shaft 0 and tilts the arm a forward, thereby removing the step 2 of'such arm from beneath the spur of the arm 20 and permitting the arm 20 to drop, thereby rocking the shaft o lifting the spur or arm c and removing (by lifting the latch 29) the pawl 12 from engagement with the teeth of the sector, and permit the latter to return to its normal position by the stress of its spring 10 Should the'locomotive eontinue-on without stop, as it is expected to do, and elevate the lever D and rod (P, and thereby lift the rear end'of the arm e and allow the arm 10 to drop, and by means of the stati 9 released by the stop-pin h, arrest the movement of the alarm by estopping the rotation of the fan j as before stated, but few teeth of the sector will have been gathered by the pawl p and these will be released by the lifting of such pawl as the arm 6 rises, and the sector will return to place without reaching. and actuating such arm.

It will be seen by reference to Figs. 3 and 12 of the drawings that the nose .r' of the gravity latch or lever to" has a pendent curved lip, 6 which, when the said latch is at its lowest position, is in juxtaposition to the upper free end of the latch t which rests against it. As the post 7' rises by the inflation of the diaphragm q the nose of the latch t intercepts and lifts the latch to" until the lip 0 standing, as it does, cccentricto the pivot rockshaft 2'2 upon-which the said latch 10 is pivoted, wipes against the nose of the said latch t and pushes it aside from the nose 1' of the latch 10 as the tooth 3 of the latter becomes lodged upon the step e of the arm a It will thus be seen that the ecccentric lip e determines the extent of inclination of the latch toward the latch 10 and as a consequence the height to which the said latch 10 shall be lifted by the ascent of the post 1- and latch F.

In Figs. 2 and at of the drawings the extent of inclination of the latchp orf is determined by the slot in each and the screw in the post embraced by such slot. I have shown two plans of governing the extentof inclination of the latches, as I do not wish to be restricted to any arbitrary method of securing this result.

I do not in the organization of the alarm and gate operating mechanism restrict myself to the employment of a single lever operated by a locomotive or car wheels to actuate both, as an independent lever may be employed for each.

To maintain the movable bottom F of the bellows firmly in its proper po-ition and yet permit of ready rise and fall thereof, and to insure uniform relative positions and movements of the truck H and hellows-bottom F,

y I hinge the said bottom and the truck to the s are secured in postion in such manner as to be capable of lateral adjustment, in order that the gravity-latch of the post of each ex pension-valve may be compelled to intercept the latch or lever with which it operates.

I have thus described the means by which alocomotive adjusts the signal and sounds and stops the alarm, and I will now describe the method I pursue for operating the signboard, which gives visual notice to highwaytravelers of the approach of a train, in addition to the alarm.

The said sign-board is shown at Cr as a flat board or plate having upon each side the inscription common to such objects, this board being upheld by standards H H, erected upon each side the highway atitsiutersection with the railway-track, the tops of these standards being trussed by a bridge-plate, L, and

carrying a hood, I, which serves to conceal the sign-board when the latter is in its highest or normal position, and protects the parts from exposure to the elements. The sign-board is adapted to be lowered into view on approach ofa train within the block, and raised from" sight after such train has passed beyond the limits of such block; and to eftectthese-movements I suspend each end of the board from.

the end of an arm, J. which extends radially from a sectional pulley, K, suspended from the bridge-plate L, which spans the standards, by a hanger, M, to which it is pivoted by a horizontal pivot, N, the sectoral pulleys K being rocked upon their pivots by ropes or chains 0 0, connecting with them and secured to a counnon hoist rope or chain, P, which passes about a sheave, Q, pivoted to the top of the standard H, thence descends to and is secured to the upper end of a coiled spring, R, the lower end of this spring, in turn. being secured to the upper end of a rope or chain, S, the lower end of which is secured to and passes about the periphery of a sectoral pulley, T, mounted loosely at its upper part upon a horizontal shaft, U, which in turn is mounted in hearings in the rear lower part of the staging (3, below the plane of the alarm mechanism.

To rock the sectoral pulley T upon its axis, and in so doing pull upon the chain P S and hoist the signboard out of view into the hood I, I extend alutch-bar, \",radially from the perimeter of the sector, and adapt the free end- X of the latch-bar to operate with a step, Y, formed upon the upper part of a vertical arm, Z, which in turn is erected at its base upon a sleeve, A (see Fig.5,) tightly envelopinga horizontal rod,B secured between'brackets extendingt'orward from the extreme lower front part of the staging O,the weight of the sign-board sutticing to maintain the latch-bur V firmly in position upon the step Y, it being observed that when suchlatch-bar is thus upheld by the step Y the sign-board is at its highest position and obscured by the hood I.

To tilt the arm Z, and thereby release the, latch-bar V, l secure to the sleeve A the front. end and base of a curved lever, 2 which extends rearward over the shaft U, and at its extreme rear end or nose, a, operates with a gravity-latch plate. 1:, pivoted at its bottom to one side of a vertical post, 0 whose upper end is guided in a bracket, d extending rearward from the staging O, the upper end of this latch-plate 1) operating during theascent of the post to raise the tree end of the lever .2 and disengage the step Y of the arm Z from beneath the latch-bar V of the sectoral pulley T and permit such bar and pulley to assume their idle positions and the signboard to drop. The post 0 is erected upon a flexible diaphragm, e, which closes the mouth of a cup,f*, supported upon the extreme rear part of the staging U, and with its interior connnunicating with the branch air-pipe 12 before named, the operation of the cupf, post 0 latch-plate b, and lever being similar to the corresponding parts before explained for putting the alarm mechanism in motion.

To operate the sectoral pulley 'l" by means of the bar V, I employ a vertical ratchet-wheel,

' C secured centrally to the shaft U, and provide this ratchet-wheel with lateral spurs or detents g g, &c., projecting from its inner side, these detents being equidistant and in a circle concentric with the axis of the wheel, and any one of them adapted to wipe, when permitted, against and lift the latch-bar V. As it is intended to permit the ratchet-wheel G to rotate in continuing the act of winding, the spring .90, after the latclrbar V has been lifted and deposited upon the step of the arm Z, the lifting-detents g" 9 &c., do not act directly upon such bar, but travel in a path to one side of the latter, and act upon it through the medium of a laterally-swinging plate, h which is pivoted at its rear end to the under side of the said latch-bar V, this plate It, at its front end, being formed with a right-angular bend or head, i, which is situated in front of a sectoral 'sta-ndarthj erected to one side of the ratchet wheel and concentric with the axis of the'latter, the plate It being impelled toward the ratchet and away from the standard by a spring suitably applied. After the plate hf (moving with the latch-bar V) has wiped against one of the detents and advanced the ratchet-wheel a given distance and passed beyond such spur, the plate is to be'diverted from its normal path of movement, in order that the ratchet may continue its movements at the hands of the rod 8 as the latter rises and falls by the action of the various wheels of the locomotive and ears. without bringing the succeeding detents g into contact with such plate; and to this end I employ a switch composed of a stationary rib, 7c, securedto the front upper part of the standard f, and with its lower-end diverted to one side, and operating with this stationary rib I employ a swinging tongue, m pivoted atits lower end to the front of the standard, as shown at a, and with its upper and free end adapted to shut close against the lower part of the rib 7. or be swung away from such tongue to permit of the passage between them of the lip 0*, constituting the outer boundary of the bend or head '1' of the plate 7?. The lowrr end of the swinging tonguem is prolonged into a second stationary tongntgp, secured to the lower front part of the standard i and extending nearly to the bottom of the latter,

this tongue p being a continuation of the portion 70*. As the ratchet O advances intermittently by the rising and falling ot'the rod 8 through the agency of the car-wheels and the spring h actuating the lever D which operates such rod, the'tirst approaching detent g wipes against the rear side of the gate h (it being supposed that the gate is at its lowest or exposed position) and carries such plate and the-latch-bar V before it until the lip o of the swinging plate It is intercepted by the curved lower end of the stationary tongue It", and by the latter is, with the plate hf,- diverted to one side, thereby pushing aside the pivoted tongue m and opening a passage for itself,

which it follows until it rises above such pivf oted tongue and the latter closes against the stationary tongue is, thereby closing the passage against return by the same way of the lip 0*, and compelling the latter and the plate h to remain to one side of the path of movement of the detent as the ratchet advances, so long as the latch-bar V remains upheld by the arm. When the locomotive passes by and inflates the primary bellows at the beginning of the block, and the air from such bellows operates the lever a to release the arm Z and allow the latch-bar V, with its gate h, to drop, the said gate passes beyond the lower terminal of the tongue 17*, and is restored by its spring to its normal position in close proximity to the ratchet, in readiness to be operated upon by the next advancing stud of such ratchet. The ratchet-wheel C itself is intermittently advanced by a pawl, q, pivoted at its base to the front end of a horizontal swinging bar or carrier, 1", which in turn idly incloses the shaft 1, while the frontend of this carrier 1* is in its turn pivoted to and operated by a link, 8', which connects such carrier with the rod d to which allusion has frequently been made. (See Fig. 13.)

To provide means. for stopping the windingup movements of the main spring at, and thereby protect such spring from fracture or the adjacentparts from injury, should the/train of cars be sufficiently long to more than wind up such spring, I employ a stop-wheel,t, which is a circular disk pivoted axially to the outside of the inner head of the barrel, and having its periphery divided into teeth ti -u, 850., of equal size, and equidistant from each other, the ends ofthese teeth being concave, with the exception of one-via, tr"which is convex.

To the innerextremity of the shaft in, which carries the spur-gear a and is contained within the barrel y, I add a tooth or detent, 20 which operates with the notches of the wheel to effect a one-tooth advance of such wheel with every revolution of such tubular shaft 10 and of the said spur-gear.

mentof the barrel to a point involving danger to the spring or mechanism, the convex tooth a of the wheel t is brought into contact with the detent 20 the barrel is prevented from Should the wheels 1 of the train continue the winding-up movefurther rotation in this direction, and the rod (1 and the lever B, which actuates it, held at such an elevation by the said convex tooth a and detentw as to be unaffected by the wheels of the railway-train. As the alarm is set in motion .and continues to run, the convex tooth of the wheel 25 recedes from the detent w, and the rod d is free to be lowered by the stress of the spring h and put in motion to rewind the clock-train of the alarm mechanism.

To equipoise the weight of the sign-board, I employ a weight, 20 secured to one end of a rope or ohainfoc, which extends upward about a sheave, g pivoted to the top of the standard H, as shown at 2 from which itextends to and passes about a second sheave, a pivoted within a hanger, b pendent from the bridgeplate L, before named, and finally secured at its end to the eye of a stirrup, which carries at its lower end an anti-friction grooved roller d that travels upon a horizontal rod, 6

- secured to the sign-board, this roller serving of such sign-board being to prepare it for heinglowered by the next succeeding locomotive.

Having thus fully described my invention, what I claim is- 1. The eccentricratchet, in combination with the primary actuatingdever, primary spring impelled bellows, and the cast-oft mechanism by which the bellows automatically release the click of such ratchet.

2. In combination, the primary lever operated by the wheels of the locomotive, the primary springimpelled bellows operated by such lever, and the eccentric ratchet, click, and triplever or arm on the tripping-stud, arranged substantially as described, whereby the click maintains the same relative position with re spect to the ratchet and to the elevation ofthe bellows.

3. In combination with the primary bellows, the actuatinglever, and the springs adapted to transmit the power of the lever to exhaust the bellows, the lever composed of two arms united by a long fulcrum-rod, as explained.

4. Two pairs of bellows and their operating levers and springs,in combination with a flat disk arranged to be turned edgewise by one of said bellows and broadside by the other, substantially as and for the purposes set forth.

5. Alarmmechanism operated by a drivingspring, and a lever for winding said spring, adapted to be struck by a locomotive, in combination with a spring acting to depress said lever, a rod connected to said lever, a pallet attachedlto said rod, and a winding-ratchet for said driving-spring, engaged by said pallet and operating substantially as set forth.

6. The disk-signal, arranged to be turned either edgewise or sidewise, in combination with a primary lever and bellows, an air-pipe, expansive valve, and suitable intervening levers operating to turn said signal into the former position, and a second lever, bellows pipe, expansive valve, and intervening levers for turning said disk into the latter position, substantially as set forth.

7. In combination with the primary bellows E, the supplementary bellows, and the signal W, mounted upon a vertical rock-shaft and adjustable in an arc of ninety degrees of a circle therewith, the expansion air cups or valves Y and j, the posts at g of such valves, their latches p f, the two-armed lever 00,secured to the rock-shaft I), and having the step 0 upon its upright arm 3 the gravity lever or arm 8, secured to the rock-shaft t and carrying the stud d, which operates with the step c, and the stafi a, crank '10, and rod 1;,and pipes l and k all substantially as described.

8. The combination, with .each expansion cup or valve, ofthe vertical post and the gravity-latch pivoted to such post, and operating during its ascent to lift the lever orlatch with which it operates, substantially as explained.

9. The toothed sector k carrying the stud 3 and operated by the detent 00 upon the pinion-shaft s, in combination with the two-armed levere ,thegravity-latchwfland the curvedbow or arm 9 with itsstud, operating with a notch in the said shaft 8, and the said latch 10*, carrying the spur or tooth 1 operating with the arm a of the said lever 0 as explained.

10. In combination, the rod 61 connected at its base with the lever I), and pivoted at its upper end to the carrier of the pallet z, the pallet z, ratchet 0 barrel 0 gravity-latch 10 and two-armed lever c ,-the upper end of the rod (1 operating to lift the tailf of the lever e to release the arm a of such lever from the tooth 3 of the latch 10 as explained.

11. In combination, the rod (1 connected at its base "with the lever D and pivoted at its upper end to the carrier of the pallet z, the pallet z, ratchet c and barrel y, gravity-latch two-armed lever 0 with its stud c operating with the tooth 3 of the latch 20 toothed sector with its stud or detent y, and operwith the toothed sector h and the arm or wiper e carried by the shaft o to operate the latch t the whole constituting a mechanism whereby, should a train remain on the block and -fail to arrest the alarm mechanism by lifting the rod 01 the toothed sector will automatically eifect such result and itself be returned to its normal position.

12. In combination, the lever D rod d pawl z and its carrier a ratchet c and barrel 3 link 8 pallet q and its carrier 0*, piv oted to the shaft U, and ratchet 0 whereby the same movement of the lever actuates l simultaneously the ratchets e and C as explained.

13. The lever 1), rod d pawl z and its carrier a ratchet c, and spring-impelled barrel y, in combination with the gong I), reciprocating hammer E, and mechanism for transmitting the rotations of the barrel to the hammer, the ratchet O operated by the pallet g link a and the sector T, operated to lift the sign by detents of the ratchet (J intercepting an arm from such sector, the sector being connected with the sign by the rope or chain 1 S, and the whole operating as explained.

14. In combination, the primary bellows, the expansion cup or valve 1 the alarm mechanism, put in motion by a current of air from said bellows actuating said valve, and the ratchet G, the sector T, arm V, and val vef 15. In combination, the primary bellows, the air cup or valve 1 the alarm mechanism, put in motion by such valve by means of a current of air from said bellows operating such valve, the ratchet C sector T, connected with the hoist-rope I S and carrying the arm V, the expansion air cup or valve f operated also by the primary bellows, and the twoarmed latch or lever 2 the arm a of such latch,

having the step Y to operate with the arm V,

and the arm or nose to" of said latch, operating with the latch b of the valvef.

16. The combination, with the primary bellows, the alarm mechanism, and the hoistingratchet 0 of the two air cups or valves Pf, operated simultaneously by said primary bellows by a common supply-pipe, substantially as explained.

17. The mechanism whereby the primary bellows E and the supplementary bellows A effect the changes in position of the signal \V, consisting in the combination, with the two air-expansion valves Yj, fed by such bellows, and carrying the gravity-latchesp f, of the gravity-latch s, operated by the latch 19, and secured at its base to the lock-shaft t, and also carrying the stud or tooth d,'the twoarmed lever 00, the nose 6 of which operates with the latch f, and the base of which is secured to the rock-shaft b, while its arm y operates to uphold the latch s, the staff a, erected upon and rocked by the shaft 1, and the crank it; and signal-shaft X, the crank w being secured to the shaft and connected with the staif by the pitman v, and the whole operating as described.

18. In combination with the bellows E and springs G, the truck H and wiper-cam I, the truck supporting the springs and elevated by the cam I, as explained.

19. In combination with the primary bellows E and springs Gr G, the sectoral eccentric ratchet K, click T, truck H, and wipcrcam I, all as explained.

20. The combination, with the eccentric ratchet K and bellows E,of the click T, mounted loosely upon the pivot of the two-armed trip-lever U, and carrying the stud 10 the latch or trip-lever U, with its trip o, and the wiper-stud V, arranged and operated as described,wl1ereby the arm U is permitted a certain amount of play before it acts upon the click, in order that the bellows may be permitted to properly contract and the click be released from the ratchet, regardless of the extent to which the ratchet is thrown by the action of a passing train.

21. The combination, with the toothed sector it and its spur p thelatches w and t the latch or lever b", the two-armed pawl 19 latch or lever t with its tooth s and the arm o secured to the rock-shaft o the whole operating as explained.

22. The construction of the levers for operating the two pairs of bellows, each lever being composed of a primary arm operated upon directly by the wheels of the locomotive, a secondary arm connected with the mechanism that actuates the bellows, and an intervening fulcrum-rod of such length that the hearing or support of the lever'nearest the bellows is sufficientlyfar removed from the track to be uninfluenced by the shocks and thrusts from passing trains.

23. In combination with the primary bellows, the visual signal W, and the alarm mechanism, an expansion air-valve operating to actuate the signal by a column of air from the bellows, a similar valve operated by the same current of air to release and lower the sign, and a swinging sign suspended above a highwaycrossing and adapted to rise and fall in horizontal planes of movement, substantially as described.

24. The sign composed of thin metalorother light material, pivoted to the lower ends of arms depending from sectoral pulleys pivoted to the top of the staging or frame which supports such sign, these sectoral pulleys being connected with and operated by ropes or chains, the opposite ends of which are connected with and operated by a ratchet-wheel advanced by the movements of the actuating-lever.

25. The bellows-bottom F and truck H, connected with the rigid staging D by the links j as and for purposes stated.

26. The rod d carrier at", and pawl z, in combination with a latch adapted to arrest the alarm-impelling mechanism, such latch being operated to arrest such mechanism by the ascent of the rod.

27. In combination with the barrel y, its ratchet c", and impelling-spring w, the shaft 8, rotated by such barrel, the horn or staif 9 with its stop-pin, operating with a notch in such shaft 8, the fan j mounted upon the shaft k put in motion by the shaft 8, and the born or staff 9 mounted upon the rock-shaft e substantially as explained.

28. In combination with the primary bellows E, eccentric ratchet K, click T, truck H, and wiper-cam I, the curved plate I.

29. In pneumatic railway-signals, the combination, with bellows operated by a lever actuated by passing wheels of a locomotive or cars to put in motion a current of air through a tnbe,ofa visual signal and suitable intervening mechanism operated by said current of air, an alarm mechanism and suitable intervening mechanism operated by the same current of air, and a sign suspended over a highway crossed by the railway-track, and adapted to be raised and lowered in horizontal planes of movement by the current of air which operates the signal and alarm.

30. The combination, with the swinging sign G, of the ratchet 0 with its detents g, the lever or arm V, and the hoisting-rope connected with one end of such lever or arm, said parts being constructed and arranged to operate substantially as set forth.

31. In combination with the primaryactuating-lever, primary bellows operated by said lever, and the eccentric ratchet and its click, adapted to retain the springs in their contracted state until their force is expended in exhausting the bellows, a visual signal mounted upon a rock-shaft and connected with the air-pipe by an expansion air cup or valve, and suitable intervening mechanism, whereby the current of air acting upon such expansion cup or valve actuates the signal through an arc of ninety degrees of a circle.

32. In combination with the primary lever, primary spring-impelled bellows, and the occentric ratchet and its click, adapted to retain the springs in their contracted state until their force is expended to exhaust the bellows, a visual signal mounted upon a rock shaft and connected with the air-pipe by an expansion air cup or valve, and suitable intervening mechanism,and an alarm mechanism operated simultaneously with the changing of the signal and by the same current of air.

In testimony whereof I affix my signature in presence of two witnesses.

ED WA RD MASON CHASE.

Witnesses:

H. E. LODGE, F. CURTIS. 

